Train-signal system.



A. G. ADAFR.

TRAIN SlGNAL SYSTEMl APPLICAUON FILED JUNE 1B. 191e,

l ,2633,99@ y,Patenfed Apr., 23, 1918.

Cltfozum llly bil

ULJEHUS G'. t ATR, 0F SEATTLE, WASHINGTON.

TRAIN-SIGNAL SYSTEM.

' Specification of Letters Patent.

)Patented Apr.. 23, fdl..

Application filed June 16, 1917. Serial No. 175,165.

To all fwtom it may concern:

Be it known that l, ADoLPHUs G. ADAIR, a citizen of the UnitedStates,.and resident of the city of Seattle, county of King, and Stateof Washington,'have invented certain new and useful Improvements inTrain- Signal Systems, of which the following is a specification.

My invention consists of an improvement in train signal systems. lt isparticularly intended for use upon freight trains, which heretofore havehad no adequate signal system, and it is intended to be operated fromthe main train pipe which controls the air brakes. l do not, however,wish to limit my signal system in any way to use upon freight trains, asit is equally applicable to any or all trains, vehicles, mines, vessels,or other places which use fluid pressure to operate brakes or otherdevices. ln this specihcation l shall refer to the Caboose and thelocomotive, these being usually the controlling and power-supplyingelements, respecl tively, of a freight train. l wish it to be understoodthat these terms typify such controlling and power-supplying elements ofany train or mine to which my device is applicable, and are not to beconstrued as applying only to the class of rolling stock named.

An object of my invention is to provide means of signalin from theCaboose to the locomotive, throug the medium of the train pipe throughwhich the brakes are operated, without in any way affecting the brakeoperating mechanism.

Another object is to produce a device which can be universally appliedto any freight train without a change in the freight or car o-carryingcars. Another object is to utilize the energy supplied through the trainpipe to operate such a signal, without materiall affecting the totalamount of energy avai able for operating the brakes.

My invention comprises the novel parts Vand combinations of parts whichwill be hereinafter described in the specification, illustrated in thedrawings which form a part thereof, and defined by the claims.

ln the drawings I have illustrated my invention in the form nowpreferred by me.

Figure 1 illustrates, diagrammatically, the manner of connecting `thehigh pressure pump and reservoir and the whistle to the train pipe.

Fig. 2 is a fragmentary section through the whistle.

The signal systems in common use at the present time operate byreduction of the pressure above a diaphragm to open the whistle valve.This requires a separate line running the length of the train throughwhich the pressure may be reduced; for, if the Whistle were connected tothe train pipe and the ressure reduced, the brakes would be set. out anyprovision for a separate signal line, and hence, if one such car wereincluded in a train, lthe entire signal system would be inoperative. Bythe use of my invention, the train pipe itself is utilized to carry thewhistle-operating fluid, in such a way as not only to avoid interferencewith its braking function, but to assist that function.

l provide a cylinder 1 which is directly connected with the train pipe2, and which is preferably mounted on the locomotive. The space `withinthis cylinder is divided into a lower main chamber and an upper chamber,bv means of a diaphragm 11. The upper chamber may be further dividedinto a closed upper compression chamber 12 and an equalizing chamber 13by means -of a diaphragm 14. lf desired, a spring 15 may be placed inthe compression chamber 12 to assist in resisting pressures to which itmay be subjected.

Secured to be actuated by the diaphragm 11 is a valve 3. This valvecontrols the admission of ai-r or other duid under pressure to thewhistle 16 from the main chamber 10 and the train pipe 2. lt is normallyheld closed by the diaphragm l1, but may be raised by an excess ofpressure in the main chamber. The diaphragm 11 is provided with one ormore small bleed holes 17, by means of which changes in pressure withinthe main chamber 10 may be gradually equalized by transfer of thepressure into the equalizing chamber 13. The diaphragm 14 is notpierced, and the pressure in chambers 10 and 13 acts against the air andthe spring 15 in the compression chamber 12.

To secure an increase of pressure in the train pipe, l provide a highpressure reservoir 4, at the point, as the caboose, from which signalsare to be sent. The whistle is carried upon the locomotive. Thisreservoir is kept at a constant pressure, higher than the train pipepressure, by means of a lany freight cars are made with-- tra y pump 5.This pump has a large d riving cylinder 51, connected with and drawingits motive fiuid from the train pipe 2, and a smaller high compressioncylinder 52,` connected to the reservoir 4. This pump may be connectedthrough the medium of 'an automatic valve to maintain a constant highpressure, or it may be arranged for manual operation, or both. As thepump reduces the pressure in the train pipe to build up the pressure inthe reservoir 4, the automatic train pump keeps the fluid in the trainpipe at a constant pressure. A check valve 41 and a stop cock 4 serve toretain the pressure when the device is not, in use.

The outlet 21 from this high pressure reservoir is connected directlywith the train pipe 2.

When it is desired to signal the engineer, it -is only necessary to openthe stop cock Ll2 for an instant. A sudden increase 'in pressure in thetrain pipe results, as the air in reservoir 4 expands, and this iscommunicated to the main chamber l0 of the whistle cylinder.

This increase in pressure, acting quickly, forces the diaphragm 11upward, and 0 ens the valve 3, causing a blast of the whistle as the airrushes out, at 16. T-lie air in chamber 10 also expands into equalizingchamber 13, and when the two pressures are equal the valve closes. Theamount of time required for this closing action may be regulated by thenumber and size of the bleed holes 17. It will be noted that chambers 13and 10 are nearly equal in volume, permitting a large expansion.

Several blasts may be given in quick succession without a great rise inpressure in the train pipe. A suitable gage 18 may be provided toregister this pressure. An increase in pressure produces no interferencewith the brake-actuating function of the train pipe, as only a decreasein pressure will operate the brakes. Thus is can lbe seen that-my devicemay be installed with a minimum of cost and change in design, andit willoperate on all trains using the air brake.

What I claim as my invention is:

1 A .train signal system comprising a train pipe, an air operatedsignaling device, h aving supply connection with the train pipe, acontrolling means actuated by a rise in pressure in the train pipe, andmeans for increasing the pressure in the supply pipe at will.

2 ln a train signal system, in combination, a whistle, a train pipecommunicating with the whistle, and means for operating said whistle byincreasing the pressure in the train pipe.

3.. A train signal system comprising a whistle, a pressure supply sourcecommunieating therewith, Ameans for controlling the 4valvefirst-mentioned.

admission of a fluid under pressure to said whistle from said supplysource, and means for operating said controlling means by an increase inpressure in the supply source.

el. A train signal system as defined by claim 3, wherein the means forincreasing the pressure in the supply source is operated from saidpressure supply source. 5. A train signal system comprising a whistle, apressure supply source communieating therewith, a normally-closedbalance valve controlling thc admission of a fluid under pressure to thewhistle from said supply source, and means for increasing the pressureupon one side of said valve to open it.

6. A train signal system comprising a whistle, a pressure supply sourcecommunieating therewith, a normally-closed, balanced valve controllingthe admission of a fluid under pressure to the whistle from said supplysource, means for increasing the pressure upon one side of said valve toopen it, and means for gradually equalizingv the pressure upon bothsides of the valve to thereby close it.

7. A train signal system comprising a whistle, a pressure Supply sourcecommunieating therewith, a normally-closed, balance valve controllingthe admission of a fluid under pressure to the whistle from said supplysource, means for quickly increasing the pressure in said supply sourceand upon one side of said valve to open the latter, and means forgradually equalizing the pressure upon both sides of the valve tothereby close it.

8. A train signal system comprising a whistle, a train pipecommunicating therewith, a normally-closed valve controlling theadmission of a fluid under constant pressure to the whistle from saidtrain pi e, a reservoir of fiuid under relatively higher pressurecommunicating with said train pipe, a valve controlling the admission ofliuid from said high pressure reservoir to the train pipe to open saidfirst-mentioned valve, and means for gradually closing said 10. A trainsignal system comprising a whistle, said whistle being divided into asure to the whistle from said main chamber, A

and means for increasing the pressure in said train pipe and mainchamber to open the valve.

l1. A train signal system comprising a lWhistle, said Whistle beingdivided into a ,lower main chamber and an upper chamber by a diaphragmhaving a bleed hole therethrough, and said upper Chamber being` furtherdivided by a diaphragm into an upper closed compression chamber and anequalizing chamber, a train pipe connected to a source of fluid underlconstant pressure and communicating With said main chamber, a normallyclosed valve secured to move With said diaphragm and controlling theadmission of' fluid under pressure to the Whistle from said mainchamber, and means for increasing the pressure in said train pipe andmain chamber to open the valve.

l2. A train signal system comprising a Whistle, said Whistle beingdivided into a lower main chamber and an upper chamber t by a diaphragmhaving a bleed hole therethrough, and said upper chamber being furtherdivided by a diaphragm into an upper closed compression chamber and anequalizing chamber, a train pipe connected to a source 0f fluid underconstant pressure and communicating with said main chamber, a normallyclosed valve secured to move With said diaphragm and controlling theadmission of fluid under pressure to the Whistle A from said mainchamber, a reservoir of fluid under relatively higher pressurecommunieating with said train pipe, and a valve at a point removed fromthe Whistle controlling the admission of fluid to the train pipe andmain chamber to open the valve.

Signed at Seattle, Washington, this 9th day of June, 1917.

AD OLPHUS Gr. DAXR.

